2010 Ford Mustang
Like any winner, the trick to a car staying out-in-front of its rivals is a constant series of careful nips, tucks, and updates. Now, it’s been less than five years since Ford completely redesigned their original pony car, the Mustang. That rework produced a totally modern sport coupe that quickly became an industry benchmark. A benchmark that a lot of others are now taking an aim at. So, it’s time for a nip, tuck, and maybe a whole lot more.
With the 2010 Mustang, Ford has actually gone far beyond the typical mid-cycle freshening. The result is a totally up-to-date interpretation of the original pony car, with a trimmer, sharper, more muscular form.
The effort readies the Mustang - coupe, convertible, and glass hardtop - to face-off against a herd of rivals like the new Chevrolet Camaro, Dodge Challenger, and even the Nissan 370Z.
While the platform is largely unchanged, the new Mustang is wrapped in new and much sharper sheet metal. The result is more revisited ‘69 than ever.
A more swept back front end and narrower grille are adorned by an energized pony logo - charcoal on our GT, chrome on the V6. On the GT, the grille is also home to retro fog lamps, flanked by turn signals, and classic round headlamps at the edges, and the long hood is now landscaped with chiseled lines and a Ford signature power dome.
The new Mustang’s more svelte profile is punctuated by finely drawn wheel flares and a more defined character line that slices rearward.
The fastback greenhouse still leads back to rear quarter windows and chopped corners. But around those corners sit new taillights with sequential turn signals, a novelty not seen on a Ford product since the 1970’s, all finishing with bolder rear badging, and on the Mustang GT, a deck lid spoiler, and rolled chrome exhaust tips.
All wheels are new and up an inch, ranging from 17s to 19s.
This revisionist dream really picks up speed inside where the classic twin-cockpit cabin is far more refined, dare we say less “domestic” than before.
While the new one-piece instrument panel downplays the classic twin-cockpit theme, it plays up softer touch points, and vastly improved fit and finish. Chrome-ringed round gauges and added aluminum trim highlight the upscale appearance, as does the pony-stamped steering wheel with aluminum spokes and cruise plus available audio controls.
The circular center air vents have been replaced by rectangular ones, which are positioned atop an all-new center stack.
Here you’ll find user friendly-technologies such as the latest version of Ford Sync with 9-1-1 Assist and Vehicle Health Report, as well as an available eight-inch navigation screen with back-up camera.
This year MyColor expands beyond the gauge cluster, allowing adjustable ambient lighting from cup holders to sill plates, using a palette of 125 hues.
As before, the rear seat remains 2+2 tight, but retains its split fold to add versatility to the 13.4 cubic foot trunk.
The new Mustang sees far less change in the engine bay, but that’s okay. The base 4.0-liter V6 remains at 210 horsepower and 240 pound-feet of torque. The GT’s standard 4.6-liter V8 gets a slight boost thanks to a cold air induction system similar to the Bullitt, and now rates at 315 horsepower and 325 pound-feet.
But if monster performance is what you seek, Ford has also announced a 2010 Shelby GT500. Its supercharged 5.4-liter V8 is expected to make a whopping 540 horses and 510 pound-feet of torque.
The standard Mustang pushes power rearward through a 5-speed manual or 5-speed automatic. The manual’s upgraded shifter has a more solid feel - less clunky, if you will.
The same goes for the suspension, which has been retuned for better ride and handling. Springs and shocks have been adjusted, but it’s still defined by the same MacPherson strut design up front, and a three-link geometry live axle with panhard rod in the rear. A stiffer suspension package using GT500 hardware and summer performance tires will be available shortly.
We sorted out a Mustang GT by carving up the canyon roads around Malibu, California. It certainly is tighter and more balanced than ever before. Both body roll and understeer have been minimized, all while enhancing ride quality, which is not just smoother, but also quieter, that is until you test the V8’s wonderful throttle volume.
Electronic stability control joins traction control and ABS as standard. The stability control can be turned on and off, and has a Sport Mode on the GT.
Pricing for the 2010 Mustang is up slightly but still covers a moderate spread, from $21,845 for the base V6, to $28,845 for the V8 GT. Convertible base prices are 2 grand higher.
But this new horse does have to be fed. Government Fuel Economy ratings are 16 city/24 highway for the V6 automatic, and 15 city/22 highway for the GT V8 automatic.
The 2010 Ford Mustang is more of a looker and doer than ever. The original pony car has answered its critics with a leaner and meaner makeover, adding both a vastly improved interior and driving experience. This steed is nicely done, and clearly ready for the pony car wars that are sure to follow.
Specifications
- Engine: Gt 4.6-Liter V8
- Horsepower: 315
- Torque: 325 Lb Feet
- EPA: 16 MPG City/ 24 MPG Highway
2025 Volkswagen ID. Buzz
Volkswagen Brings Beetlemania Level Of Excitement To Minivan Segment
The duty of upholding Volkswagen’s heritage has most recently been delegated to small legacy car names like Golf and Jetta. But hold on! A much larger, totally modern take on VW’s classic microbus has just buzzed over the horizon— the all-electric ID. Buzz. It’s been at the top of our minds since we first saw the concept back in 2017. Well, it’s finally here, so let’s get our groove into drive!
This 2025 Volkswagen ID. Buzz has indeed created the most buzz around Volkswagen since the Beetle’s return to the U.S. in the late 1990s. We couldn’t drive it anywhere without drawing a crowd. No wonder, just about everyone has a VW Microbus story to tell, and seeing this reimagined version rolling down the street brings back all those memories.
VW really pulled it off as far as we’re concerned, as it looks great without appearing over the top. All the cues are here: Big VW logo front and center, lots of greenhouse including A-pillar windows and mini sliders for the second-row passengers, D-pillar air vents, and two-tone wheels. And while its appearance may be pure retro, its drivetrain is far from it, as the ID. Buzz is all-electric, and unlike the new Beetle, the Buzz does retain the original Microbus’ rear-drive architecture.
Powering those rear wheels is a 210-kW motor drawing juice from a 91-kWh battery for a range of 234 miles; 200-kW max charging will get you to 80% in about 26 minutes. Buyers can add another small 80-kW motor up front for 4motion all-wheel-drive and an increase of total output from 282 to 335 horsepower with a combined 512 lb-ft of torque. It uses the same battery, but range estimates drop just slightly to 231 miles. But while those numbers are modest, we also found them to be quite conservative, as we observed as many as 287 miles available in our all-wheel-drive tester’s gauge display and were on pace for 273 miles in our driving loop.
One throwback theme that may be a turnoff to some is that it’s quite a step up into the Buzz’s front seats, but there’s certainly a commanding view of the road once you climb in. Second row seating can be either a three-place bench or a pair of captain’s chairs, so there’s generous room for seven or six passengers. The captain’s chairs in our Pro S Plus offer good support and very easy access to the third row.
Lots of flexibility too with the option to simply fold the seats or remove them altogether.
With the sliding side doors and a wide opening rear hatch, there’s plenty of access for loading big sport utility amounts of cargo. Lots of flexibility too with the option to simply fold the seats or remove them altogether, and the ability to create a full-length flat floor with a rear cargo shelf that covers some handy removable storage bins. There’s 18.6 cubic-feet of space behind the third row, 75.5 behind the second, and a max of 145.5. That’s more than a Chevrolet Tahoe. For smaller items, there are lots of cubbies throughout the cabin, along with a standard Buzz Box that can be moved to multiple locations.
With a design that prioritizes retro form and modern function over aero efficiency, the 4motion equipped ID. Buzz earns a Fair efficiency rating, using 42-kWh of electricity per 100 miles, and we weren’t sure what to expect at our Mason Dixon test track.
What we found was great torque off the line and drama free launches to 60 in just 5.3 seconds. It was very stable at speed and power delivery stayed steady most of the way down the track until we reached about 90 mph, when it began to taper off just before we finished the quarter-mile in 14.0 seconds flat at 97 mph.
With 1,200-lbs. of battery weight nestled in its 127.5-inch wheelbase, the Buzz felt planted to the pavement through our handling course. There was quite a bit of body roll to deal with, but surprisingly little understeer. In panic braking runs, pedal response was inconsistent, feeling soft at times, pushing back hard at others; but through it all, results were quite good, stopping from 60 in an average of just 108 feet.
Three interior themes are available, this Dune is the brightest, featuring coastal inspired wood optic dash décor, “gray and clay” leatherette surfaces, and a high-mounted central 12.9-inch touchscreen. Pricing starts with a rear-wheel-drive Pro S at $61,545; this Pro S Plus begins at $65,045, add another $4,500 for 4motion, which brings a few extra features along with all-wheel drive.
Retro design with old-school VW charm, modern EV drivetrain, big SUV capacity merged with minivan flexibility; it all comes together in this 2025 Volkswagen ID. Buzz. It’s easily one of the coolest rides of the year and one that will likely keep Volkswagen dealers buzzing for years to come, and that’s something no other people and things mover can say.
Specifications
As Tested
- Motor Setup: Dual-Motor AWD
- Battery Size: 91-kWh
- Horsepower: 335
- Torque: 512 lb-ft
- EPA Range: 231 miles
- 0-60 mph: 5.3 seconds
- 1/4 Mile: 14.0 seconds at 97 mph
- Braking, 60-0: 108 feet
- MW Test Loop: ~ 273 miles